Section 3. Operations

10-3-1. SIGMET AND PIREP HANDLING

Facility air traffic managers must establish procedures
for the prompt collection and dissemination of SIGMET,
CWA, and PIREP information. These procedures must contain
direction for a central source to be responsible for:

b. Reviewing SIGMETs and CWAs to determine the
required distribution, and disseminating SIGMET and/or CWA
information in accordance with the following:

NOTE-
Simply attempting to accelerate the movement of all
weather data will not accomplish our objectives. Greater
emphasis is being placed on screening and selective
dissemination of weather data. Selective dissemination
takes into account the need to alert pilots to significant
weather reports in sufficient detail to assist them in
making decisions pertinent to flight safety and to provide
the information an ATC facility requires to promote the
safe and efficient use of its airspace.

a. The same wind sensor may be used to provide wind
information in ATCT and approach control facilities when
they are located on the same airport.

b. Approach control facilities not located at the
airport to which radar service is being provided may issue
wind data received from the tower at that airport. The
wind data may be transmitted to the approach control
facility by TelAutograph, data communication circuit,
voice lines, etc.

c. The facility air traffic manager of an approach
control that provides radar service to an Air Force Base
must identify facility requirements for wind indicators,
in writing, to the local USAF Air Weather Service
Commander.

10-3-3. LOW LEVEL WIND SHEAR/MICROBURST DETECTION SYSTEMS

a. Procedures for the dissemination of wind
information derived from the Low Level Wind Shear Alert
System (LLWAS) or other automated wind shear detection
systems, are contained in FAAO JO 7110.65, para 3-1-8, Low
Level Wind Shear/MicroburstAdvisories.
Guidance to facility air traffic managers concerning the
operational use of the LLWAS is as follows:

1. Prior to operational use of LLWAS facilities, a
letter to airmen must be published explaining, as a
minimum, the location and designation of the remote
sensors, the capabilities and limitations of the system,
and the availability of current LLWAS remote sensor wind
information if requested by the pilot. A new letter to
airmen must be issued whenever changes to the above
minimum criteria or system upgrade/modifications are made.

NOTE-
The LLWAS may be retained as a backup system no longer
than 6 months after the WSP has been commissioned.

2. At positions of operation where installed, LLWAS
airport wind information appearing on the tower LLWAS
display may be used in place of the direct dial or
commissioned AWOS/ASOS automated display wind information.

NOTE-
Towers having the responsibility for weather observations
must comply with the requirements as specified in sub-para 2-10-1a,
Wind Instrument Sensors.

4. Facility managers may designate the use of
displayed wind information oriented to the threshold end
of the runway in lieu of airport winds where LLWAS
expanded network systems or LLWAS that are integrated with
TDWR are installed, if deemed operationally advantageous.

5. The LLWAS airport, direct
dial, or commissioned AWOS/ASOS automated winds may be
used during outages of the sensors that provide threshold
winds:

(a) Include in the letter to airmen an explanation
that wind information given to arriving aircraft on that
runway/s may be derived from the automated AWOS/ASOS wind
equipment or wind sensor equipment near the runway
threshold rather than from the LLWAS airport wind source.
It is not intended that controllers specify the remote
source when issuing these winds to arriving aircraft,
except when an alert occurs. This must be explained in the
letter to airmen.

(b) Use wind information derived from commissioned
AWOS/ASOS for ATIS broadcasts and issuing weather reports.
Wind information from commissioned AWOS/ASOS or LLWAS
centerfield may be used when issuing surface wind to
departing aircraft.

REFERENCE-
Para 2-10-1, Wind Instrument Sensors.

b. When it is determined that a component or the whole
LLWAS has failed, take the following action: If a
component such as a remote sensor fails, notify airway
facilities. During periods when wind shear is likely to
occur or has been reported; e.g., frontal activity,
thunderstorms, or pilot reports, inform users by
broadcasting on the ATIS that the component is out of
service.

EXAMPLE-
“Low level wind shear west boundary sensor out of
service.”

c. Technical Operations is responsible for the
verification of the accuracy of the LLWAS. The SMO will
notify air traffic of any equipment that is out of
tolerance.

10-3-4. RELAY OF RVV/RVR VALUES

a. Relay of RVV/RVR values from the weather observing
facility to the control tower may be discontinued at the
request of the tower when there is no traffic activity at
that specific location.

b. Establish relative priorities on the visibility
information at locations with two or more RVR or RVV
runways where data is required for two or more runways.

10-3-5. ADVANCE APPROACH INFORMATION

Where more than one position could issue the data, assign
responsibility for issuing advance approach information to
a specific position in a facility directive. Display the
information so that it is readily accessible to the
controller having a need for it.

10-3-6. ILS/MLS HEIGHT/DISTANCE LIMITATIONS

a. An ILS is normally flight checked to 4,500 feet and
18 miles for the localizer and to 4,500 feet and 10 miles
for the glide slope.

b. An MLS is normally flight checked to 20,000 feet
and 20 miles for the azimuth and the glide path.

c. If an operational need to exceed these limitations
exists, inform the FIFO, and they will flight check the
ILS to the stipulated requirement. Ensure that current
flight check data are available to facility personnel.

10-3-7. LAND AND HOLD SHORT OPERATIONS (LAHSO)

a. The air traffic manager must determine a valid
operational need exists before conducting simultaneous
takeoff and landing or simultaneous landing operations.
This need may be considered evident if:

1. Present airport capacity/acceptance rate will be
increased; and

2. Arrival/departure delays will be reduced; and

3. A reasonable savings in fuel consumption will
result.

b. Before
authorizing simultaneous takeoff and landing or
simultaneous landing operations as specified in the
current LAHSO directive.

1. Coordinate with each of the appropriate Flight
Standards field offices having jurisdiction at the airport
according to the type of aircraft operations involved and
with user groups as required by para 4-2-4, Coordination
of ATC Procedures, including the appropriate military
authority where units are based at the airport.

NOTE-
Appropriate Flight Standards offices are: the ACDO for air
carrier operations or the FSDO or both/either.

2. Prepare a
facility directive using the information as specified in
the current LAHSO directive prescribing procedures for
conducting these operations. The directive must contain a
diagram that depicts the airport runway configuration,
identifies the configuration to be used, and specifies the
Available Landing Distance (ALD) from the landing
threshold to the Hold-Short Point.

NOTE-
Any aircraft that is not listed in the current LAHSO
directive must not be considered for LAHSO.

3. Ensure the directive identifies the eligible
aircraft which may operate on each runway, based on the
ALD, current LAHSO directive, and/or FAAO JO 7110.65,
Appendix A, Aircraft Information.

4. Provide a list of runways authorized for LAHSO,
along with the appropriate ALD to System Operations
Airspace and Aeronautical Information Management, for
publication in the Airport/Facility Directory and
appropriate U.S. Terminal Procedures Publications.

5. Conduct user briefings at least 45 days before
implementation.

c. Air traffic managers must obtain concurrence from
the appropriate Flight Standards field offices and conduct
a preliminary environmental review before conducting LAHSO.

2. Before authorizing LUAW operations, conduct a
review of the impact that airport configuration and local
conditions may have on the application of LUAW procedures.

3. Prepare a facility directive. The directive
must prescribe items (a) through (d). Items (e)
through (i) must be included if applicable.

(a) Local procedures for conducting these operations.

(b) Methods to assist the local controller in
maintaining awareness of aircraft positions on the
airport, for example, annotating flight progress strips or
marking the location of aircraft with color-coded chips on
a magnetic diagram of the airport.

REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.

(c) The consolidation and staffing of positions.

(d) The requirements necessary for issuing a landing
clearance with an aircraft holding in position.

(1) The safety logic system must be operated in full
core alert runway configuration.

(i) Obstructions or limitations to visibility from
controller-to-aircraft and aircraft-to-aircraft
perspectives.

4. Local control position must not be
consolidated/combined with any other non-local control
position. For example, local control must not be
consolidated/combined with the front-line
manager/controller-in-charge (CIC) position, clearance
delivery, flight data, ground control, cab coordinator,
etc. Local control can be combined with other local
control positions to include tower associate (local
assist) or local monitor position. When a Class
B/helicopter position with defined control tower airspace
is established, this position can be combined with local
control.

5. The tower associate (local
assist) position or a local monitor position must be
staffed to permit more than one aircraft at a time to LUAW
on the same runway between sunrise and sunset.

6. The front-line manager/CIC position should not be
combined with any other position.

8. Do not authorize LUAW operations at an intersection
between sunset and sunrise unless the following is
implemented:

(a) The runway is used as a departure-only runway.

(b) Only one aircraft at a time is permitted to LUAW
on the same runway.

(c) Document on FAA Form 7230-4, Daily Record of
Facility Operation, the following: “LUAW at INT of RWY
(number) and TWY (name) IN EFFECT” when using runway as a
departure-only runway. “LUAW at INT of RWY (number) and
TWY (name) SUSPENDED” when the runway is not used as a
departure-only runway.

(d) At least 90 days before planned implementation,
ATMs must submit the local directive outlining this
operation for Terminal Operations and Terminal Safety and
Operations Support approval. Terminal Operations and
Terminal Safety and Operations Support directors must be
notified of any proposed operational changes (for example,
a change to the runway or taxiway for conducting LUAW
operations).

b. ATMs must submit operational need for LUAW and a
facility directive to the appropriate Director, Terminal
Operations (service area office) for approval. ATMs must
maintain a copy of the approval correspondence from
Terminal Operations.

c. The Director, Terminal Operations, must ensure an
annual review of LUAW operations is conducted for those
facilities employing LUAW. The results of this review must
be sent to the Terminal Safety and Operations Support
office by September.

10-3-9. TAKEOFF CLEARANCE

At
those airports where the airport configuration does not
allow for an aircraft to completely cross one runway and
hold short of the departure runway and/or where airports
do not have runway hold markings between runways, the ATM
must establish guidelines for how aircraft are cleared for
takeoff based on the airport configurations. These
guidelines must ensure aircraft are still precluded from
mistakenly departing from other than the assigned runway
while taking into account factors affecting aircraft being
“clear of the runway,” for example, minimum distance
between runways, presence of hold position markings,
signage, etc. A facility directive must include where
these procedures are able to be applied.

a. Air traffic managers at airports where the taxi
route between runway centerlines is less than 1,000 feet
must submit a request to the appropriate Terminal Services
Director of Operations for approval before authorizing
multiple runway crossings.

FIG 10-3-1
Multiple Runway Crossings

b. The request must address the specific locations
where multiple runway crossings will be authorized. This
must only include locations where the intervening taxi
route is less than 1,000 feet between runway centerlines.

c. Facilities must keep a copy
of the approval correspondence issued by the Terminal
Services Director of Operations.

d. Facility directives must include a diagram that
depicts the runway/taxiway intersections where multiple
runway crossings are authorized.

e. The Terminal Services Director of Operations must
ensure that an annual review of multiple runway crossing
operations is conducted for those facilities employing
this operation. The results of this review must be sent to
the Terminal Safety and Operations Support Office by
September of each year.

10-3-11. AIRPORT CONSTRUCTION

Whenever there is construction on a movement area, or on a
non­movement area that affects movement area operations,
the ATM must:

a. Notify the Airport Construction Advisory Council
via email to the following address:
9-AJA­ConstructionCouncil@faa.gov. The email should
describe the construction project in detail.

b. Create, approve, and publish appropriate changes to
local procedures.

c. Ensure training for all operational personnel is
completed and documented.

d. Provide continued training and/or briefings for the
duration of the construction project to ensure operational
personnel are advised on construction changes as the
project progresses.

e. Ensure the latest version of the “Runway­Taxiway
Construction Best Practices” for preparation and
operations is reviewed by appropriate personnel during
construction.

f. Ensure the latest version of the “Runway­Taxiway
Construction Checklist” for preparation and operations is
used and completed by appropriate personnel.

NOTE-
Both the “Runway­Taxiway Construction Best Practices” and
“Runway­Taxiway Construction Checklist” are available on
the Runway Safety website. Go to the FAA homepage, search
Runway Safety and click the Construction link.

When a runway length has been temporarily or permanently
shortened, local procedures must be issued to include
procedures covering the phraseology for all taxi, takeoff
and landing clearances, ATIS broadcasts, NOTAMs, and other
significant activities to ensure safety is not
compromised. The ATM must:

a. Review and publish local weather criteria for each
runway selected during periods of construction affecting
the available runway length, for example:

1. 800' ceiling and 2 SM visibility –
arrival/departure runway.

2. Weather less than 2 SM visibility ­ departure only
runway.

b. Ensure training for operational personnel is
completed prior to any runway length changes that include
the following:

1. Use of the term “full length.”

2. Use of the term “shortened.”

3. Review of current and future national “Runway
Construction Changes” training materials.

c. Provide continued training and/or briefings for the
duration of the construction project to ensure operational
personnel are advised of construction changes as the
project progresses.

a. Where
vectors are provided to intercept parallel final
approach courses, facilities must review and, where
necessary, address speed requirements to reduce the
potential for overshoot situations.

b. When
determining speed requirements, consider, at a minimum,
the following:

1. Airspace
constraints.

2. Field
elevation.

3. Fleet
mix.

4. Airport
layout.

5. Traffic
flow(s).

6. Local
weather.

c. When
speed requirements are implemented, those requirements
must be contained in a facility directive.

10-3-14. GO-AROUND/MISSED APPROACH

a. Tower
facility directives must address procedures for go-arounds
and/or missed approaches. The procedures must require
controllers to issue control instructions as necessary
to establish separation. During the development or
review of these procedures, facilities must give
consideration, at a minimum, to the following factors:

b. Facility air
traffic managers may develop procedural mitigations for
non-intersecting converging runways when a 1 NM
extension of the runway centerline crosses the
centerline of the other runway or the 1 NM extensions of
a runway cross the extension of another runway. Facility
directives must:

1. Specify
procedures to ensure that an arrival that executes a
go-around does not conflict with a departure off the
non-intersecting converging runway.

2. Define
technological tools that could assist in the locally
developed procedures.

3. Specify
procedures to be used when conditions dictate that
intersecting runway separation standards must be
applied.

NOTE-
1. The locally developed procedure will
ensure that the potential go around aircraft will not
conflict with a departing aircraft that is departing the
non-intersecting converging runways. All locally
developed procedures will be approved by the Director of
Operations, Headquarters. ATMs will determine what tools
are needed in the development of local procedures. These
may include, but are not limited to:a. Arrival Departure Window (ADW)b. ASDE-X Virtual Runway Intersection Point
(VRIP)c. Cutoff Points (CP) developed with the use of
enhanced TARGETS.